Apparatus for Emissions Reduction as a Service (ERaaS)

ABSTRACT

STAXLINK™ is a duct system and method for conveying exhaust gas from an exhaust pipe of an emissions source to a purification unit during an Emissions Reduction as a Service (ERaaS) operation. Example emissions sources include oceangoing vessels and buildings structures. The duct is temporarily installed onto the emissions source without a crane. The duct is supported by the emissions source itself for the duration of the ERaaS operation.

CROSS-REFERENCE TO RELATED APPLICATIONS:

This application claims the benefit of PPA Ser. No. 63/075,632, filed2020 Sep. 8 by the present inventor, which is incorporated by reference.

FEDERALLY SPONSORED RESEARCH: None. SEQUENCE LISTING: None. BACKGROUND

Emissions sources produce harmful air contaminants such as particulatematter (PM) and oxides of nitrogen (NO_(x)). The United StatesEnvironmental Protection Agency (EPA), state and local agencies, andinternational agencies such as the International Maritime Organization(IMO) continue to tighten maximum emission limits. To meet increasinglystringent regulations, engine and boiler manufacturers and operatorsinstall exhaust treatment systems to remove emissions from the exhauststream before release to the atmosphere. The most significant pollutantsare particulate matter (PM), oxides of nitrogen (NO_(x)), oxides ofsulfur (SO_(x)), and carbon dioxide (CO₂).

Government regulation that limits emissions from oceangoing vessels(OGV's) is becoming more restrictive. For example, the InternationalMaritime Organization (IMO) has implemented regulations that take effectin 2020 that require either 1) the use of reduced-sulfur fuel or 2)scrubber(s) to reduce emissions. Another example is the California AirResources Board's (CARB) At-Berth Regulation that requires that OGV'seither 1) turn off their auxiliary engines while at-berth or 2) use analternative such as a scrubber system. Other regulators throughout theworld are beginning to implement similar rules, regulations, and/orincentives to reduce OGV pollution during transit and/or when at-berth.Regulation of OGV emissions has been increasing for decades and willcontinue to increase for decades to come.

OGV's typically operate in two modes: 1) underway and 2) at-berth. Whenthe OGV is underway, the main engine is operating to propel the OGVthrough the water. When the OGV is at-berth, the main engine is shutdown. In both modes, however, at least one auxiliary engine operates toprovide electrical power for the vessels electrical systems. Each OGV istypically equipped with several auxiliary engines. However, typicallyonly one or two of the auxiliary engines are operated at a time.Emissions from OGV's at-berth are significantly more harmful thanemissions from vessels that are travelling on the ocean because theat-berth emissions, especially PM, NO_(x), and SO_(x), occur nearpopulated areas.

Most OGV's have a useful life of 40 years or more. Thus, most operatingOGV's today have engines and boilers that do not have any emissionscontrol at all. Only a few newer OGV's may have some limited reductionof PM, NO_(x), and/or SO_(x). Furthermore, virtually no OGV's havereduced CO₂. Some OGV's are equipped for shore power connections whileat-berth. Furthermore, the world's ports and vessels are predominantlynot equipped for shore power for reduction of at-berth emissions.

Thus, regulation of emissions from OGV's at-berth has been steadilyincreasing and will continue increase. Regulators are eager to have newmethods to reduce pollution from vessels, especially at-berth where theeffects of pollution are more harmful than when vessels are underway.

One solution is to retrofit existing the diesel engines or boilers ofOGV's with emissions treatment. However, emissions treatment retrofitshave the disadvantage of being expensive due to the inefficiency ofadding an emissions treatment after the fact as compared to afactory-installed emissions treatment. This is because the OGV must betaken out of service for an extended period and drydocked, and a largeamount of engineering and rework that must be done to the OGV toaccommodate after-market emissions controls for which the vessel was notdesigned. Furthermore, most of the available on-board emissions controlsare only partially effective and therefore do not meet the requirementsof certain ports. Costly and ineffective retrofits discourageinstallation of emissions treatments, leading to increased PM, NO_(x),SO_(x), emissions. Another disadvantage of prior on-board emissionscontrol or retrofitted emissions control is that they are open-loopsystems that pollute the oceans with the pollution removed from theexhaust gas. Furthermore, currently available retrofits have thedisadvantage of not reducing CO₂ emissions.

Fixed emissions sources (e.g., power plants, backup gensets onbuildings, and industrial facilities) and mobile emissions sources(e.g., ships, trucks, and automobiles) are ordinarily controlled byemissions control apparatus directly attached to the source, with theemissions control apparatus perpetually connected to the source untilthe end of its useful life or until the emissions control apparatus isreplaced with an updated version.

In response to the above disadvantages of a built-in or retrofiton-board emissions control system, a barge-based approach has been usedto 1) connect to a vessel's funnel (stack) using a crane, 2) convey theexhaust gas through a conduit which is supported by the crane to 3) anemissions control system which purifies the exhaust, with the emissionscontrol system located remotely from the OGV 4) on a barge or on thedock.

Emissions Reduction as a Service (ERaaS) device is defined as a singleemissions control apparatus that reduces emissions from a plurality ofemissions sources (either fixed or mobile sources), typically when andwhere the emissions are most harmful. For example, emissions from anocean-going vessel (OGV) are most harmful when the OGV is near populatedareas at berth or at anchor, but emissions at sea are relatively lessharmful. Another example is emissions from periodic operation of standbygensets, where the emissions only occur when operating. Thus, ERaaSoptimizes the single capital expense of the emissions control apparatusby applying it to multiple emissions sources. Otherwise, every emissionsource would require a costly emissions control apparatus.

The following are definitions of terms used throughout thisspecification and corresponding terms used in the ERaaS industry.

A “connector” is an interface to an exhaust pipe used to convey exhaustgas to and exhaust duct. A connector is also known as an adapter,exhaust intake bonnet, EIB, bonnet, sock, sock on a stack, intake means,connection port, coupling, ducts, or flexible ducts.

A “crane” (as used heretofore used for ERaaS) is an apparatussufficiently large to lift, maneuver, and support exhaust ducting fromat least one exhaust pipe to a purification unit. The cranes used onbarges in heretofore physical embodiments weigh over 50,000 pounds. Theterm “crane” as used in this application refer to large and heavyapparatus heretofore used in maritime ERaaS and have been known by thefollowing names: arm, placement arm, tower and arm, articulating crane,hydraulic crane, hydraulic arm, telescopic crane, telescopic arm, boom,crawler with telescoping arm, luffing crane, and mobile crane.

“ERaaS” is “Emissions Reduction as a Service”. In the maritime industry,this is also known as “capture and control”, “sock on a stack”, or“bonnet” technology.

A “railing” or “safety rail” or “rail” typically surrounds each exposeddeck on a vessel to prevent people from falling off decks, walkways, orstairways.

“Duct” or “ducting” is used in ERaaS is for conveying exhaust gas orflue gas from exhaust pipes of an emissions source to a purificationunit. Ducts used in heretofore ERaaS systems have been 12″ to 50″diameter metal (e.g., steel duct), flex duct, or a combination of metaland flex duct. ERaaS ducting typically needs to be insulated over partof its length for safety to personnel, safety to assets, energyefficiency, and condensation reasons.

The terms “emissions capture system”, “exhaust capture system”, and“ECS” refer to the combined set of ducting, connector, and crane. Thus,an “emissions capture system” always contains a crane in the heretoforeprior art.

An “exhaust pipe” is conduit that conveys exhaust gas or flue gas from asingle combustion source or single engine. Some of the prior artincorrectly defines “stack” as an exhaust pipe. However, the term“stack” refers to a ship's funnel, which is a deck at the top of avessel where a plurality of exhaust pipes penetrates the deck to releaseexhaust has or flue gas to the atmosphere. The deck of the stack/funnelis typically surrounded by a safety railing, as are the rest of thedecks on the vessel.

A “Source”, “Emissions source”, “source of emissions”, “pollutionsource”, “source of pollution”, “combustion source”, “auxiliary engine”,“boiler”, “engine”, “internal combustion engine”, “ICE”, “genset”,“generator set”, “backup genset”, “backup generator”, “standbygenerator”, “standby genset”, “auxiliary generator”, “generator”, “powerstation”, “power plant”, “ship's engine” all refer to a pollutingcombustion source that is typically sized between 200 kilowatt and 4,000kilowatt (4 megawatt) each. A source may also comprise a plurality ofindividual sources. A “large emissions source” is defined as anindividual source with an output rating over 200 kilowatts.

A “watercraft” is a ship or boat. A “ship” is a large seagoing vessel ora boat that is propelled by power or sail. A “boat” is a small vesselfor travel on water and is different than a ship or vessel. A “barge” isa roomy usually flat-bottomed boat used chiefly for the transport ofgoods on inland waterways and usually propelled by towing. A barge isespecially stable and is suitable for mounting cranes thereon. A“vessel” is a ship that is large and seagoing. A “serviced vessel” isthe vessel which produces the exhaust gas to be captured and purified.Ships and boats are hulled vessels, as distinguished from barges thatare flat-bottomed. Thus, within this specification, the term “barge” isseparate, different, and distinct from a term selected from the groupconsisting of “vessel”, “boat”, and “ship”.

A “purification unit” is the apparatus that receives exhaust gas or fluegas and removes contaminants including particulate matter (PM), oxidesof nitrogen (NOx), oxides of sulfur (SOx), carbon dioxide (CO₂), andother pollutants prior to releasing the gas to the atmosphere. Apurification unit has also been referred to in the prior art as“emissions treatment system, “ETS”, “emissions control unit”, “ECU”,“advanced maritime emissions control unit”, “AMECU”, “STAXBOX”,“advanced emissions control unit”, “emissions processing equipment”, and“filtering device”.

The term “portable” is used herein to mean easily carried, moved,manipulated, or conveyed by hand by a single person, whereas a typicalperson may be able to safely lift and manipulate objects that weigh 50pounds.

Emissions Reduction as a Service (ERaaS) for maritime controls (reduces)emissions that would otherwise emanate from a long-lived polluting assetsuch as an oceangoing vessel (OGV) when the polluting asset it is mostharmful. In the case of OGV's, they are most harmful when at-berth. Theservice provided by ERaaS applies a single emissions control capitalexpense to many vessels, as opposed installing or retrofitting everyvessel with its own emissions control, thereby reducing capital cost.Thus, ERaaS reduces the most harmful at-berth emissions at a much lowercost. Furthermore, a larger initial capital expense for a more efficientERaaS device is warranted. Furthermore, since only a fraction of vesselscontains onboard emissions control, ERaaS allows every visiting vesselthe opportunity to reduce emissions, thereby increasing the number ofvessels with reduced emissions while at-berth.

ERaaS may also be applied to non-maritime applications, such as backupgensets. Backup gensets in applications such as data centers, hospitals,and others, are required to be tested frequently (once per month, forexample). Backup gensets are most hazardous during the periodic testing.Thus, ERaaS may be used to control the emissions when the emissions aremost hazardous. In these land-based applications, the ERaaS systems aremostly road transportable, mounted on road transportable chassis, andmoved with tractors. However, providing road-transportable connectionbetween the emissions source (e.g., genset) and the treatment system isdifficult, because a large crane would typically be needed.

Sometimes, backup gensets are located several floors up, typically onthe roof of buildings such as hospitals. It is difficult to reach thesegensets with a road-transportable crane. Furthermore, aroad-transportable crane, even if it could reach, would likely impedetraffic due to the large outriggers that are deployed to stabilize thecrane.

The great need for maritime ERaaS systems began in 2005, when theCalifornia Air Resources Board (CARB) announced a new regulation torequire vessels to reduce pollution when at-berth. Most large oceangoingvessels are not allowed to visit California unless they reducepollution, either using shore power or ERaaS. If a vessel cannot useshore power because it not fitted for shore power (ships are not fittedwith shore power by default) then the vessel cannot provide services inCalifornia unless they use ERaaS. The CARB At-Berth Regulation hasslowly ramped up since 2010 to ultimately require 80% of allcontainerships, cruise ships, and refrigerated cargo ships to use shorepower or ERaaS when at-berth. In August 2020, CARB expanded the At-BerthRegulation to also begin regulating additional vessel types such as autocarriers, roll-on/roll-off vessels, and tankers. These additional vesseltypes must comply with the new expanded regulation beginning in 2025.The newly regulated vessel types (auto carriers, RoRo's, and tankers)are not well-suited for shore power; thus, these additional vessel typeswill need ERaaS. Other states/ports in the United States and othercountries are also beginning to adopt similar emissions reductionmethods.

Vessels can use maritime ERaaS from the land side or the water side.Some vessel types, such as containerships, highly-favor a water-sideapproach due to port operations on the land side (on the wharf or dock).Since containerships were among the first to be regulated by CARB, thewater-side approach was initially adopted, and two barge-based ERaaSsystems were put into operation.

Three maritime ERaaS systems that have been built to date. Two of theexisting ERaaS systems are barge and crane systems and are actively usedin the Los Angeles vicinity. The third system is a demonstration unitthat is a mobile land-based system with a crane for smaller vessels suchas bulk carriers. The two barge-based systems have been in operationsince 2015. However, disadvantages of the crane approach (discussedbelow) have prevented widespread use of ERaaS to serve vessels that mustcomply with the California At-Berth regulation. Due to thesedisadvantages, most containerships have instead installed shore powerequipment at a cost of about $1 million per vessel. The overall totalestimated cost in California alone to all the California fleets andports is $2 billion. At least half of this cost could have been avoidedby using ERaaS instead, but the disadvantages of a barge and craneapproach prevented the widespread adoption of maritime ERaaS.

ERaaS promises to save fleets and ports from the need to installexpensive shore power equipment. However, the significant adoption ofmaritime ERaaS depends on eliminating some of the disadvantages ofheretofore embodiments. Thus, there has been a long-felt need to provideworkable ERaaS alternatives to shore power since 2005, but heretoforeefforts have failed to meet the demand because the solution is notobvious.

The CARB At-Berth Regulation, as mentioned, will be expanding toadditional vessel types, which will otherwise require similarinvestments in vessel and port shore infrastructure if an improved ERaaSsolution is not adopted. Furthermore, regulations like the CARB At-Berthregulation are expected to spread to the rest of the United States andto other countries. This application solves the disadvantages of theprior art's crane based ERaaS approach and can save fleets and portsbillions of dollars while also reducing more pollution.

The crane-based version of ERaaS has proven beneficial, but withdifficulties. Crane-based vessel emissions control has been used as ofthis application, with only two barge and crane emissions controlsystems operating during this period. The barge and crane systems havebeen partially effective, however numerous disadvantages have preventedwidespread adoption, despite the tremendous potential benefit. Thevessel emissions control industry has not been able to solve thefollowing disadvantages despite the urgent need and despite the effortsof persons having skill in the art focusing on the disadvantages.

Heretofore known ERaaS systems for larger vessels such as containershipsused a crane with a reach of approximately 120 feet vertically and 120feet horizontally. If a crane were allowed reach vessel exhaust pipesdirectly along a diagonal path, the crane would require a reach of about200 feet. However, since vessels have high side walls and are mostlysquare in cross section, the crane must first follow a vertical pathfollowed by a horizontal path to clear the vessel structure to reach thevessel's exhaust pipes. Thus, the required overall combined reach of thecrane is about 240 feet.

Heretofore physical prior art and embodiments of ERaaS systems all useducting and all required large and heavy cranes or arms to support theducting. These large cranes or arms transmit a significant tippingmoment to the deployment platform. Thus, the deployment platform must besubstantial enough to resist the tipping moment, which is especiallyimportant in the case of a water-based application. Hulled vessels, asopposed to barges, cannot be used because they would tip over. Thus,barges (not hulled vessels) have been used in both existing watersideERaaS applications because barge deployment platforms provide the mostresistance to rolling motion caused by off-center reach of the cranesover the vessel.

Heretofore prior art embodiments used then-available non-portable ductthat was relatively heavy, requiring a likewise heavy-duty crane or armto partially support the duct along the path from the exhaust pipe tothe purification unit. In other words, the heavy duct required a largeand heavy crane or arm.

For maritime ERaaS, a minimum practical length of a duct segment that isinstalled manually, without the use of a crane, if a plurality of ductis connected in series to form a longer duct, is defined as the minimumdeck-to-deck height on an oceangoing vessel, which conservatively tenfeet. This is the height where each end of each duct segment may beaccessed from each deck of the vessel. The maximum weight of a portable(manually positionable) duct segment is defined as fifty pounds, whichis generally accepted (e.g., OSHA) as the maximum weight that a personcan manipulate without help from another person or from a supportingmechanism. Thus, for the example ten-foot duct segment defined above, aportable, manually positioned duct segment can be no more than 50 poundsdivided by ten feet, or five (5) pounds per foot. Longer duct segmentsthan the minimum ten feet would have to weigh less than five pounds perfoot to remain manually manipulated by a person. Five pounds per foot isconsidered a conservative estimate, and less than five pounds per footwould be preferred by all workplace safety organizations (e.g., OSHA).Thus, the maximum weight per foot of portable, manually-manipulatable,ducting is defined in this application as five pounds per foot. Althoughmultiple people could manipulate ducts with heavier specific weight(weight per foot), at some point, a single person would have to supportthe entire weight during normal operations. Thus, manually manipulated(portable) ducting must be less than 50 pounds total per duct section.Ducting with a higher specific weight must be supported by an arm or acrane.

Ducting used to convey exhaust gas from exhaust pipes of oceangoingvessels are typically about 28 to 36 inches in diameter. The weight ofthe smaller 28-inch ducting depends on the material of construction. Forexample, a typical 18 gauge (0.050″ thick) stainless steel duct weighsapproximately 17 pounds per foot. Adding two inches of insulation addsat least one pound per foot. Adding 0.016″ thick protective claddingover the insulation adds at least four pounds per foot. Thus, a typicalstainless steel 28″ diameter duct weighs at least 20 pounds per foot.Thus, a disadvantage of metal duct, and especially insulated metal ductis not portable, and must be (at least partially) supported by asubstantial crane or arm, even if the ducting is segmented intoindividual ducts in a series and installed on a deck-by-deck basis.

An alternative to a metal duct is “flex duct”, which heretofore has beenthe lightest commercially available type of duct. Flex duct is typicallycomposed of fabric, comprising strips of heat-resistant fabric clampedwithin a metal helical coil. Flex duct of the required diameter is stillgreater than the maximum portable weight of five pounds per foot(uninsulated) thereby sharing the same weight disadvantage as metal ductwhen used for conveying exhaust gases a significant distance.

A further disadvantage of flex duct is specific strength, or the abilityto support its own weight in a hanging orientation. Flex duct isconstructed by clamping fabric strips together. It is relatively easy totear the fabric strips out of the helical crimp. Flex duct in the rangeof 28″ to 36″ exceeding about 20 feet cannot support itself verticallywith risking duct failure near the top of the duct. Furthermore, anyadditional weight from duct unions or other attachments only makes theproblem worse. Thus, ducting lengths more than 10 feet must be supportedby in some way, such as with a crane or an arm.

A further disadvantage of flex duct when hung vertically, is that theduct will tend to drop to the bottom and stretch the duct at the top.Thus, most of the helix will pile to the bottom of the length of duct,and the helix at the top of the duct will be stretched to capacity.Thus, the top section of the duct will be strained, which increases thelikelihood of failure. Furthermore, the ducting at the bottom will becompressed, which causes the fabric to fold in towards the center, whichreduces the effective diameter of the ducting in this location, whichcauses a local pressure drop resembling an orifice. Thus, lengths offlex duct exceeding about four feet will likely because unwantedpressure drop when oriented vertically.

A non-collapsible version of flex duct has been available in the priorart which does not have some of the disadvantages of the collapsiblefabric flex duct. This type of flex duct comprises a metal coil that iscoated surrounded with silicone-coated high-temperature cloth. However,heretofore ducting of this style has had the disadvantage of beinglimited to a maximum of 12 inches in diameter and further disadvantageof being limited to an operating temperature of 500 degrees Fahrenheitwhen not insulated and an even lower temperature limit if insulated. Yetanother limitation of this type of duct is that its flexibility islimited, and if this type of flexible duct is caused to bendsufficiently, it will fold, causing a nearly complete obstruction to gasflow.

A further disadvantage of flex duct is that it is difficult to insulate,because insulation is not flexible. For this reason, heretoforeembodiments did not insulate the flex duct aspects. If an exhaust gastravels from a top of a vessel to the water line, the exhaust gas willcool to less than approximately 250 degrees Fahrenheit, which willintroduce condensation of acidic gases within the duct, which causescorrosion downstream within the purification apparatus. A furtherdisadvantage of a cooled exhaust gas resulting from an uninsulated ductis that the gas must be ultimately re-heated to at least 600 degreesFahrenheit, which significantly decreases energy efficiency andincreases operating costs. Furthermore, at the source, exhaust gastemperatures can exceed 1,000 degrees Fahrenheit. Thus, a furtherdisadvantage of an uninsulated duct is the safety hazard of contact withthe hot duct to personnel or to assets, such as painted surfaces, whichcould be damaged by the high temperature.

A further disadvantage of flex duct is pressure drop. Flex ductcomprises a fabric between a metal helix that can collapse to about⅙^(th) its length to make it easy to transport. However, the combinationof fabric and helical structure forms a non-smooth wall that resembles arepeating triangular pattern that can cause a significant resistance toflow near the walls of the duct, causing a significant pressure drop perfoot compared to a smooth duct. Thus, the pressure drop per foot in aflex duct can be multiples higher compared to a corresponding smoothduct, which causes the system blower to work harder, increasing the costof operation. Thus, for this reason alone, the amount of flex duct inthe emissions control inlet ducting system should typically be limitedto less than approximately 10% to 15%.

A further disadvantage of flex duct is the ability to withstand vacuumwithin the duct. It is preferred to maintain a vacuum throughout theducting system to prevent the escape of exhaust gas. Escaping gas isknown in the art as fugitive emissions. If a vacuum is not maintainedwithin the ducting, regulators would require a way to prove thatfugitive emissions were not escaping, which is practically impossible.Unfortunately, flex duct in the range of 28″ to 36″ only has a vacuumrating of about 1 inch of water. A typical vacuum within an emissionscontrol system can reach over 10 inches of water. Thus, flex duct mostlyunsuitable for this purpose, especially downstream where the vacuum ishigher.

A further disadvantage of flex duct under vacuum is that it will tend tocontract along its length. Contraction can cause undesired orunanticipated movement, which can be dangerous. This is particularly anissue for long-lengths of flex duct. Another disadvantage of flex ductis when the inlet to the duct is obstructed, causing a high vacuumthroughout the length the duct, which can cause both powerfulunanticipated movements, followed by a catastrophic collapse of theducting beginning at the obstruction with continued collapse travellingdownstream. This can be extremely dangerous and block the gas flow andprevent further operation until repaired.

A further disadvantage of flex duct is that is vulnerable to damage froma crushing force. Thus, flex duct is not durable and should beminimized.

A further disadvantage of flex duct is the fabric can be easilypunctured, thereby allowing outside air to enter, which reduces systemefficiency due to processing additional gas at minimum, and limitscapacity at maximum. Thus, flex duct is vulnerable to damage and shouldbe minimized.

Flex duct may be used for part of the ducting from the exhaust pipe tothe treatment system. However, the length of the flex duct must beminimized and constrained to be less than a total of 40 feet to preventunacceptable loss of heat. For a 250-foot length of duct between theexhaust pipe and the treatment system, for example, no more than about15% of the duct should be uninsulated.

A flexible duct system that is pressurized by an emissions source hasbeen contemplated by the inventor. However, the disadvantage of apressurized duct is that fugitive emissions from the duct are likely,and the ducting can become kinked which could a choking point and causecatastrophic failure. A further disadvantage of a pressurized flexibleduct approach is that emissions are likely at the connection point tothe exhaust pipe causing further fugitive emissions. Yet anotherdisadvantage of a pressurized flexible duct approach is that insulationis difficult, and insulation will render the duct “non-portable”. Afurther disadvantage of a pressurized flexible duct approach is that aback pressure would be applied to the source. Backpressure on a sourceis unacceptable, especially for boilers, where backpressure canadversely affect the operation of the source.

Thus, flex duct may be useful for a 10% to 15% fraction of the ductingbetween the source and the purification unit, but not for a majorfraction. Thus, heretofore prior art has relied on metal duct for mostof the duct length between the source and the purification unit.Unfortunately, the weight of heretofore prior art embodiments hasrequired a heavy-duty crane or arm to support the composite metal ductand flex duct assemblies. A disadvantage of a crane or arm is asignificant cost, with crane or arm systems typically exceeding$750,000. A further disadvantage of a crane or arm is significantweight, typically exceeding eight tons. A further disadvantage of aheavy-duty crane or arm is that it has required a barge-based approachin water-based applications to support the crane/duct apparatus. Personsskilled in the art have heretofore been unable to contemplate a solutionto this problem over many years. Thus, heretofore ERaaS embodiments haverequired a crane or arm to support the heavy ducting. Furthermore,heretofore embodiments for waterside (water-based) maritime ERaaSapplications have all comprised a barge to support the crane or arm.Thus, there has been a consistent need to eliminate the crane or armfrom ERaaS systems.

As discussed previously, the requirement for a crane has resulted in theneed to use a floating platform (barge) to support the crane. A bargewith an approximate beam of at least forty feet has been found necessaryto provide the necessary stability for the required crane. Barges wereselected, as opposed to hulled vessels, because a hulled vessel with thesame stability would be considerably more expensive. However, the use ofbarges in the water-side approach to maritime ERaaS has significantdisadvantages that have prevented the widespread adoption of the muchneeded maritime ERaaS.

Heretofore barge-based approaches typically used a version of thefollowing method: 1) the emissions control barge is positioned next tothe serviced vessel with at least one tugboat, 2) the emissions controlbarge is moored (tied to) the serviced vessel with lines, 3) thepositioning arm and associated ducting is articulated so that the tip isover the top of the serviced vessel's funnel (also called a stack), 4)at least two service people board the serviced vessel and make their wayto the top of the serviced vessel's funnel near the exhaust pipes, 5)the service people grasp then end of the ducting that is extends beyondthe positioning arm and places the end of the ducting over a workingexhaust pipe, 6) exhaust gas is then directed through the ducting, downthe arm through a distance of approximately 250 feet, and through thepurification unit on the barge thereby purifying the exhaust gas, theservice people depart from the serviced vessel, 7) at least two servicepeople stay on the barge for the duration of the service which cantypically last between six hours to six days, 8) when the servicedvessel is ready to depart then the opposite procedure is followed inreverse order.

A first disadvantage of a barge-based approach is that a barge must bepositioned alongside the serviced vessel which requires a tugboat.Tugboats add considerable expense and complication. Furthermore, tugboatdemand predominantly peaks on a weekly repeating basis, for theirprimary purpose of guiding vessels in and out of harbor, which reducestugboat availability at the very time it is needed when a vessel arrivesat port or when a vessel departs from port. Thus, another disadvantageof requiring a tugboat service is that tugboats are frequently notavailable for positioning the barge since the tugboats are in highdemand for supporting vessel movements.

Yet another disadvantage of a barge-based approach is that a crew of atleast two is required during the barge's operation. A crew is expensive.

Yet another disadvantage of a barge-based approach is that a barge canbe located under cargo operations. Cargo has been known to frequentlyfall from the serviced vessel. Falling cargo can fall on a barge that isalongside and cause damage, injury, and death.

Yet another disadvantage of a barge-based approach is that the barge canobstruct other services such as bunkering. Bunkering is when a fuelbarge comes alongside a vessel while it is at berth when a servicedvessel needs to be refueled. Unfortunately, the bunker barge needs to bepositioned in the same general location as a barge-based emissionscontrol system. This location is near the superstructure, which is nearthe engines and fueling hose connections and near the vessel's stack.Thus, an emissions control barge will frequently need to be moved out ofthe way to make room for a bunker barge. During the bunkering, theemissions control function may have to be suspended. Thus, thebarge-based approach has the disadvantage of requiring temporaryrelocation during bunkering operations which interrupts its emissionscontrol service.

The barge-based approach has yet another disadvantage of obstructingother vessel traffic when alongside a serviced vessel. This isespecially a problem in narrow channels.

Any water-based ERaaS approach that uses a crane has the disadvantage ofrelative motion caused by instability of the floating platform whenexposed to ocean waves and water movement from other vessels passingnearby. The floating platform instability can result in excessiverelative movement between the exhaust capture system and the vesselwhich can lead to dangerous contact or damage to the vessel or the ERaaSexhaust interface. The relative motion can also cause the ducting to bedisconnected from the exhaust pipe.

ERaaS operations for vessels at-anchorage resemble ERaaS operations forvessels at-berth where the main engine are off and one or two auxiliaryengines remain working, just as when at-berth. Although vessels atanchorage produce similar emissions, vessels at anchorage are moredifficult to service than vessels at anchorage. Vessels at-anchoragewill typically experience much more motion, especially rolling, comparedto vessels at-berth. The relative motion between the serviced vessel anda servicing emissions control barge is more than can be accommodated bycurrent emissions control barges. Thus, the barge-based approach has thedisadvantage of not being able to service vessels at anchorage.

Fixed land-based approaches, another form of ERaaS, have been proposedto avoid the disadvantages of a barge-based approach. However, forvessels such as containerships, a land-based platform has thedisadvantage of not being practical because land-based dock operationsprohibit obstructions near the vessel when container cranes are loadingand unloading of cargo. Thus, barge-based approaches have been preferredto land-based approaches, especially for containerships.

Another disadvantage of a fixed land-based approach is that a fixedland-based system can only serve the berth in which it is located. Thus,if a vessel berths at an adjacent terminal, the land-based emissionscontrol is unused and under-utilized. This underutilization increasesthe lifecycle cost of the device and would require many more land-basedunits (e.g., one at every berth) in order to achieve the sameeffectiveness of a barge-based approach.

Yet another disadvantage of a fixed land-based approach is constructionof a permanent system on a terminal requires considerable planning andpermitting, which can delay the implementation by years and increase thecost of the system.

Fixed land-based approaches also share some of the same disadvantages ofbarge-based approaches such as a large placement arm that need to reachall the way from the wharf to the top of the stack and interference withother vehicles, especially the space on the wharf is limited.

Thus, there has been a long-felt need for an improved ERaaS apparatus ormethod to reduce global emissions such as PM, NO_(x), SO_(x), and/or CO₂from vessels at-berth that does not require a crane or a barge with acrane. Heretofore crane-based embodiments of maritime ERaaS have provensomewhat beneficial, but their disadvantages have prevented widespreadadoption. The vessel emissions control industry has not been able tosolve the aforementioned disadvantages despite the urgent need anddespite the efforts of many persons having skill in the art who havebeen experiencing these disadvantages. Thus, overcoming thedisadvantages of heretofore barge based ERaaS embodiments have not beenobvious.

SUMMARY

In accordance with at least one embodiment, an apparatus and method fora Ship Technology for Air Excellence (STAX) for capturing and purifyingemissions from vessels using Emissions Reduction as a Service (ERaaS)that eliminates the need for a heavy-duty crane, or a barge with acrane, for supporting the ERaaS ducting.

DRAWINGS—FIGURES

The novel features which are characteristic of the present invention areset forth in the appended claims. However, embodiments, together withfurther objects and attendant advantages, will be best understood byreference to the following detailed description taken in connection withthe accompanying drawings in which:

FIG. 1 shows an exemplary cross section of an oceangoing vessel (OGV)with four auxiliary engines and an auxiliary boiler and their associatedexhaust pipes.

FIG. 2 shows a prior art barge-based ERaaS operating on an oceangoingvessel (OGV) at-berth connected to the OGV's stack with a crane thatsupports the ducting along the path from the exhaust pipes to apurification unit on a barge.

FIG. 3 shows a rear view of an exemplary embodiment in which exhaust gasfrom an OGV is captured and transmitted to a purification placed on anupper deck on the OGV.

FIG. 4 shows a side view of an exemplary embodiment wherein the OGVexhaust gas is captured and transmitted to a purification temporarilyplaced on an upper deck on the OGV.

FIG. 5 shows a rear view of an exemplary embodiment wherein the OGVexhaust gas is captured and transmitted to a purification placed on alower deck on the OGV.

FIG. 6 shows a side view of an exemplary embodiment wherein the OGVexhaust gas is captured and transmitted to a purification placed on alower deck on the OGV.

FIG. 7 shows a rear view of an exemplary embodiment wherein the OGVexhaust gas is captured and transmitted through cascading ductwork,through a floating duct section, and to a purification unit on awatercraft.

FIG. 8 shows a side view of an exemplary embodiment wherein the OGVexhaust gas is captured and transmitted through cascading ductwork,through a floating duct section, and to a purification unit on anotherwatercraft.

FIG. 9 shows a rear view of an exemplary embodiment wherein the OGVexhaust gas is captured and transmitted through cascading ductwork to aland-based purification unit.

FIG. 10 shows an exemplary embodiment of a STAXLINK water-side approachwherein a purification unit is located on an emissions controlwatercraft near the serviced vessel (OGV) and is connected to the OGVexhaust pipe via a connector, ducting, and STAXLINK duct hanger securedon a railing of the OGV funnel/stack.

FIG. 11 shows a detail of a STAXLINK.

FIG. 12 shows a collection of STAXLINKs connected in series to conveyexhaust gas from an OGV's stack to a purification unit on a boat.

DETAILED DESCRIPTION

A portion of the disclosure of this patent document contains materialwhich is subject to copyright protection. The copyright owner has noobjection to the facsimile reproduction by anyone of the patent documentor the patent disclosure, as it appears in the Patent and TrademarkOffice patent file or records, but otherwise reserves all copyrightrights whatsoever.

The details of one or more embodiments of the invention are set forth inthe accompanying drawings and the description below. Other features,objects, and advantages of the invention will be apparent from thedescription and drawings, and from the claims.

FIG. 1 shows an exemplary cross section of an oceangoing vessel (OGV) 10comprising a hull 20, a superstructure 30, a funnel/stack 40, fourauxiliary engines 22, and auxiliary boiler 24. Auxiliary engines 22supply the vessel's electrical power. Typically, only one or twoauxiliary engines 22 are operating. The main engine, used forpropulsion, is not shown because the main engine is not operating whenthe OGV is at berth or at anchorage. Each auxiliary engine 22 orauxiliary boiler 24 connect to an exhaust pipe 50. Each exhaust pipe 50exits the top of the OGV's funnel/stack 40. Exhaust gas 159 from anyengines and boilers emanate from exhaust pipes 50 to the atmosphere.

FIG. 2 shows an exemplary prior art embodiment of a barge based ERaaSsystem 300 connected to an oceangoing vessel (OGV) 10, comprising hull20, superstructure 30, guard rails 22, stack/funnel 40. A barge-basedemissions control system 300 comprising barge 302, capture crane/arm310, ducting 320 supported by capture crane/arm 310,bonnet/connector/adaptor 330, and emissions control unit 350.Barge-based emissions control system 300 is shown perpendicular oralongside OGV 10 and is connected to the OGV 10 funnel/stack 40 withbonnet 330. Bonnet 330 connects to ducting 320 which connects toemissions control unit 350 via inlet 352. As gas is processed throughemissions control unit 350, the purified gas exits exhaust pipe 358.Exhaust capture crane/arm 310 is for positioning and placement of bonnet330 and supports bonnet 330 and ducting 320. Bonnet 330 is showncontracted around funnel/stack 40 and thereby covers all exhaust pipeswithin stack/funnel 40. Wharf 90 is shown, indicating that OGV 10 isat-berth.

FIG. 3 shows a rear view of an exemplary embodiment of the presentinvention wherein purification unit 500 is placed on an upper deck ofOGV 10 and is connected to exhaust pipe 50 via exhaust pipe connectorhood 100, ducting 110, and purification unit inlet 502. OGV 10 compriseshull 20, superstructure 30, guard railing 22, a stack/funnel 40. OGV 10is shown at-berth adjacent to wharf 90. The placement of purificationunit 500 on the deck may be temporary, in which case the purificationunit may be placed by a crane or other lifting device and may bepermanent or semi-permanent. Placement of the purification unit on anupper deck of the OGV may allow a much shorter and/or simpler ducting110.

FIG. 4 shows a side view of an exemplary embodiment of the presentinvention wherein purification unit 500 is placed on an upper deck ofOGV 10 and is connected to exhaust pipe 50 via exhaust pipe connectorhood 100, ducting 110, and purification unit inlet 502. OGV 10 compriseshull 20, superstructure 30, guard railing 22, a stack/funnel 40. Theplacement on the deck may be temporary, in which case the purificationunit may be placed by a crane or other lift device, or permanent orsemi-permanent.

FIG. 5 shows a rear view of an exemplary embodiment wherein purificationunit 500 is placed on a lower deck of OGV 10 and is connected to exhaustpipe 50 via connector hood 100, ducting 110, two sets of duct hanger 130and duct hanger outlet duct 132, and purification unit inlet 502. OGV 10comprises hull 20, superstructure 30, guard railing 22, a stack/funnel40. OGV 10 is shown at-berth adjacent to wharf 90. The placement on thelower deck may be temporary, in which case the purification unit may beplaced by a crane or other lifting device, or permanent orsemi-permanent.

FIG. 6 shows a side view of an exemplary embodiment wherein purificationunit 500 is placed on a lower deck of OGV 10 and is connected to exhaustpipe 50 via connector hood 100, ducting 110, two sets of duct hanger 130and duct hanger outlet duct 132, and purification unit inlet 502. OGV 10comprises hull 20, superstructure 30, guard railing 22, a stack/funnel40. OGV 10 may be at-berth or at anchor. The placement on the deck maybe temporary, in which case the purification unit may be placed by acrane or other lift device, or permanent or semi-permanent.

FIG. 7 shows a rear view of an exemplary embodiment wherein purificationunit 500 is located on emissions control watercraft 600 (instead of abarge 302) in any location and orientation near OGV 10 and is connectedto exhaust pipe 50 via connector hood 100, ducting 110, at least twosets of duct hanger 130 and duct hanger outlet duct 132, hull ducthanger 160 and hull duct hanger outlet duct 162, floating duct 200 andfloating duct outlet duct 202, and purification unit inlet 502. OGV 10comprises hull 20, superstructure 30, guard railing 22, a stack/funnel40. OGV 10 is shown at-berth adjacent to wharf 90, although OGV 10 couldlocated at-anchor.

FIG. 8 shows a side view of an exemplary embodiment wherein purificationunit 500 is located on water-side deployment platform 610 on emissionscontrol watercraft 600 in any location and orientation near OGV 10 andis connected to exhaust pipe 50 via connector hood 100, ducting 110, twosets of duct hanger 130 and duct hanger outlet duct 132, hull ducthanger 160 and hull duct hanger outlet duct 162, floating duct 200 andfloating duct outlet duct 202, and purification unit inlet 502. OGV 10comprises hull 20, superstructure 30, guard railing 22, a stack/funnel40.

FIG. 9 shows a rear view of an exemplary embodiment wherein land-basedpurification unit 500, which is shown mobile, but may be permanentlylocated, and is located on wharf 90 and is connected to exhaust pipe 50via connector hood 100, ducting 110, at least two sets of duct hanger130 and duct hanger outlet duct 132, hull duct hanger 160 and hull ducthanger outlet duct 162, and purification unit inlet 502. OGV 10comprises hull 20, superstructure 30, guard railing 22, a stack/funnel40. OGV 10 is shown at-berth adjacent to wharf 90.

FIG. 10 shows an exemplary embodiment of a STAXLINK water-side approachwherein purification unit 500 is located on emissions control boat 600near OGV 10 and is connected to exhaust pipe 50 via connector hood 100,ducting 110, STAXLINK duct hanger 480 is shown secured on a railing 22of funnel/stack 40. A predetermined number of STAXLINKs 400 areconnected in series to form a cascading lightweight ducting system fromfunnel/stack 40 to water level. The terminus of the final STAXLINK 400connects to an optional floating duct 200 via interface duct 490.Exhaust gas thus flows through connector 100, duct 110, hanger 480,STAXLINKs 400, interface duct 490, floating duct 200, floating ductoutlet duct 202, purification unit inlet 502, purification unit 500, andpurification outlet 598. OGV 10 comprises hull 20, superstructure 30,guard railing 22 located on each deck, a stack/funnel 40. OGV 10 isshown at-berth adjacent to wharf 90 but could also just as well belocated at-anchor. Note the absence of a crane/arm 310.

FIG. 11 shows an exemplary embodiment of STAXLINK 400 comprising fourSTAXLINK insulated panels 410 encased in STAXLINK frame 420, connectedto STAXLINK Pivot A 430, STAXLINK Pivot Plate 440, STAXLINK Pivot B 450.The STAXLINK pivot assembly comprising pivot 430, pivot plate 440, andpivot 450 guides and support STAXLINK flexible conduit 460. The typicalSTAXLINK section preferably weighs less than 50 pounds, and no more than5 pounds per lineal foot, so that a ten-foot section weighs no more than50 pounds. Thus, each STAXLINK may be manipulated by a single personwithout needing an arm or crane 310.

FIG. 12 shows an exemplary embodiment of a STAXLINK water-side approachwherein purification unit 500 is located on emissions control boat 600(instead of a barge 302) near OGV 10 and is connected to exhaust pipe50, STAXLINK duct hanger 480 is shown secured on railing 22 offunnel/stack 40. A predetermined number of STAXLINKs 400, sufficient toreach from duct hanger 480 to water level are connected in series toform a cascading lightweight ducting system from funnel/stack 40 towater level. The terminus of the final STAXLINK connects to STAXLINKinterface duct 490 which provides a flexible connection to purificationunit 500. The OGV's exhaust gas then flows through purification unit500, resulting in a purified gas. OGV 10 comprises hull 20,superstructure 30, guard railing 22, and a stack/funnel 40. OGV 10 mayeither be at-berth or at-anchor. Note the absence of a crane/arm 310.

REFERENCE NUMERALS

-   10 OGV (OGV) or Serviced Vessel-   20 OGV Hull-   22 OGV Railing-   22 OGV Auxiliary Engine-   24 OGV Auxiliary Boiler-   30 OGV Superstructure-   40 OGV Stack/Funnel-   50 Exhaust Pipe-   90 Wharf-   100 Exhaust Pipe Connector Hood-   110 Hood Duct-   120 Interconnecting Duct-   130 Duct Hanger-   132 Duct Hanger Outlet Duct-   150 Exhaust Gas-   160 Hull Duct Hanger-   162 Hull Duct Outlet-   200 Floating Duct System-   202 Float Duct System Outlet Duct-   300 Barge-based Emissions Control System-   302 Barge-   310 Exhaust Capture Arm-   320 Exhaust Capture Duct-   330 Exhaust Intake Bonnet-   350 Emissions Control Unit-   352 Emissions Control Unit Inlet-   358 Emissions Control Unit Outlet-   400 STAXLINK-   410 STAXLINK Insulated Panel-   420 STAXLINK Exoskeleton-   430 STAXLINK Pivot A-   440 STAXLINK Pivot Plate-   450 STAXLINK Pivot B-   460 STAXLINK Flexible Conduit-   480 STAXLINK Hanger-   490 STAXLINK Interface Duct-   500 Purification Unit-   502 Purification Unit Inlet-   598 Purification Unit Outlet-   600 Emissions Control Boat-   610 Watercraft Platform

Operation

In accordance with one exemplary embodiment, the system connector hood100 will be placed on an exhaust pipe of the OGV. The ducting systemwill be assembled and connected to the connector hood and supported onthe OGV by hangers or other support devices. The ducting system will becompleted by assembly to either the floating duct section as outlinedabove or directly to the inlet of the purification unit 502.

An advantage of the systems illustrated in FIGS. 3-6 is that the ductingsystem connecting the connector hood 100 to the purification unit 500 issimplified, since the unit 500 may be much closer to the connector hood.A disadvantage is that a heavy lift capability may be needed if the unitis only temporarily mounted to the OGV deck. Some applications maymitigate the disadvantage by having the lift capability readilyavailable, e.g., at the dock or terminal. For some vessels, a crane maybe required to move cargo such as containers, and the crane may servicea second function of placing and removing the unit 500.

Advantages of the systems shown in FIGS. 7-10 and 12 is that anyrequirement or need for a crane/arm or barge/crane/arm is eliminated.

The above description is intended to enable the person skilled in theart to practice the invention. It is not intended to detail all of thepossible modifications and variations that will become apparent to theskilled worker upon reading the description. It is intended, however,that all such modifications and variations be included within the scopeof the invention that is seen in the above description and otherwisedefined by the following claims.

1. A system for temporarily connecting to an exhaust pipe of anocean-going vessel at berth or at anchor and reducing or removingimpurities from exhaust gases emitted from the exhaust pipe, the systemcomprising: a purification unit having an inlet port for receivingexhaust gases for purification and an outlet port for outputting gasesin which impurities have been reduced or removed; a plurality of ductsections cascaded together in series to form a cascading ducting system;a connector for temporarily coupling to the exhaust pipe of the vesselto receive exhaust gases emitted from the exhaust pipe duringpurification processing, the connector having an outlet port connectedto an inlet end of the ducting system; one or more duct supportstructures, each configured to support at least one of the plurality ofduct sections on a vessel structure; an outlet end of the ducting systemconnected to either the inlet port of the purification unit or to aninlet port of a connecting duct system which is in turn connected to theinlet port of the purification unit; wherein the system is free of useof a crane to support the ducting system during installation,purification operation and removal of the ducting system from theocean-going vessel.
 2. The system of claim 1, wherein the duct sectionsof the ducting system are portable duct sections, weighing no more thanfifty pounds.
 3. The system of claim 2, wherein each duct section ofsaid duct system comprises: an exoskeleton; and a plurality of insulatedpanels supported by the exoskeleton to form a duct internal volume. 4.The system of claim 3, wherein each duct section further comprises: apivot assembly comprising a pivot, a pivot plate, pivot guides; and aflexible conduit section.
 5. The system of claim 1, wherein the vesselstructure includes a vessel railing, and the duct support structureincludes a duct hanger configured to attach to the vessel railing. 6.The system of claim 1, wherein the vessel structure includes a vesseldeck, and the purification unit is placed on the vessel deck.
 7. Thesystem of claim 1, wherein the purification unit is mounted on a boathaving a hull, and not a barge.
 8. The system of claim 7, wherein theoutlet end of the ducting system is connected to an inlet port of aconnecting duct system which is in turn the inlet port of thepurification unit, the connecting duct system including a floating ductsection.
 9. The system of claim 1, wherein the purification unit ismounted on a land-based mobile platform.
 10. The system of claim 1,wherein the purification unit is temporarily emplaced on a deck of thevessel.
 11. A duct system configured to convey exhaust gas from anexhaust pipe of an emissions source to a purification unit during anemissions reduction operation, wherein the duct system is configured fortemporary installation onto the emissions source without a crane; andfor support by the emissions source itself for the duration of theemissions reduction operation; the duct system including a connector fortemporarily coupling to the exhaust pipe of the emissions source toreceive exhaust gases emitted from the exhaust pipe during the emissionsreduction operation, the connector having an outlet port connected to aninlet end of the duct system.
 12. The duct system of claim 11, whereinthe emissions source is one of an oceangoing vessel and a buildingstructure.
 13. The duct system of claim 11, wherein the duct systemcomprises a plurality of duct sections cascaded together in series toform a cascading ducting system.
 14. The duct system of claim 13,wherein the duct sections are portable duct sections, weighing no morethan fifty pounds.
 15. The system of claim 14, wherein each duct sectionof said duct section comprises: an exoskeleton; and a plurality ofinsulated panels supported by the exoskeleton to form a duct internalvolume.
 16. The system of claim 15, wherein each duct section furthercomprises: a pivot assembly comprising a pivot, a pivot plate, pivotguides; and a flexible conduit section.
 17. A method for temporarilyconnecting to an exhaust pipe of an ocean-going vessel at berth or atanchor and reducing or removing impurities from exhaust gases emittedfrom the exhaust pipe, the method comprising a sequence of the followingsteps: providing a purification unit having an inlet port for receivingexhaust gases for purification and an outlet port for outputting gasesin which impurities have been reduced or removed; connecting together aplurality of lightweight duct sections in series to form a cascadingducting system; temporarily coupling a connector to the exhaust pipe ofthe vessel to receive exhaust gases emitted from the exhaust pipe duringpurification processing; connecting an outlet port connected to an inletend of the ducting system; supporting one or more of the duct sectionsof the cascading duct system on a vessel structure; connecting an outletend of the ducting system to either the inlet port of the purificationunit or to an inlet port of a connecting duct system which is in turnconnected to the inlet port of the purification unit; operating thepurification unit to reduce or remove impurities from the exhaust gas;wherein the method is free of use of a crane to support the ductingsystem during installation, purification operation and removal of theducting system from the ocean-going vessel.